Gear shifting mechanism for motor vehicles



Feb; 1.1, 1936.

GEAR SHIFTING'MEGHANISM Fon MOTOR VEHICLES Filed Aprimi. 1935 s sheets-sheet 1 ZOZ Patented Feb". .11, 1936 UNITED 'STATI-:s

aosasss 'cam smFrING -MECHANISM Foa Moron VEHICLES,

lEdward G. Hill and HenryfW. Hey, Richmond,

Va., assignors to `Automatic Shifters, Inc., Richymondfvva., a corporation of Virginia l Application sp1-11 11, P1935, serial No; 15,904

42 claims. (cru- 334) This invention relatesto gear shifting lmechanisms for motor vehicles. f

A number of devices have been proposed for providingpower means for shifting the gears of a 5 motor vehicle under the control of the operator,

without the necessity of moving the gear shift lever, and such devices employ various power means for eiecting the shifting action, such as solenoids, l

diiferential pressure devices, etc. A number of serious problems are involved in properly controlling the gear shifting action. For example, it is desirable to provide some means for preventing the gears from being shifted, except when vthe clutch is disengaged. and it is highly desirable to l5 provide control means which will operate to place the gear shifting mechanism in neutral position. In certain prior constructions referred to, gear shifting mechanisms have been provided which are operable by differential pressure and which act in combination with a power operated clutch control mechanism in such a manner that the shifting of the gears is dependent upon the priorreleasing cf the clutch elements. Thus such mechanism provides the safety feature ofgpreventing the shifting of the gears except when the clutch is disengaged and provides the advantage of preselection in that it permits the control mechanism for the shifting device to be placed in given position prior to declutching, whereupon it is necessary merely to release the clutch in order to permit shifting to the selected gear.

Some of the prior constructions which have `been proposed for. shifting the gears of amotor vehicle are operable by diiferential pressure and the several contrci valves employed for the dinerential pressure devices are controlled by electrical switches connected in rather complicated'. circuits.

For example, the selecting lever adiacentthe steering wheel may be moved to a. given position to close one switch, whereupon a second switch in the same circuit is closed when the clutch elements are released, thereby opening a valve to energize the power device and move the gears to the selected position. When the gears'reach such 4.0 position another switch. is opened m break the previously closed zcircuit and thus render the mechanism ready for a subsequent operation. In view of the number of operations which must be performed by a vdevice of this character it will be apparent that numerous electricalv4 conl trol circuits are involved, thus rendering the apparatus relatively Aexpensive to manufacture and,`

easily liable to derangement. i

An important object of the present invention is to provide a simple form of gear shifting'meehs.- nism` which is wholly under the control of the operator, whereby the gears maybe stopped in' neutral position at any time and allowed to' remain in such position, thus eliminating the ne i 00 essity for the operator having to manually move vfollowing description.

the gear shiftlever toneutral position when the vehicle is stopped, or the necessity for having to hold the clutch pedal in depressed position when starting the motor. f' 'i A further object is' to provide a mechanism of 5 thejcharacterreferred to wherein all necessaryV functions of the gear shifting mechanism are controlled by a. small lever adjacent the steering wheel,`thus` permitting the gear shift lever to bewholly eliminated from the drivingvcompartment 10 of the vehicle.'

A further object is to provide a mechanism of the character ,referred to which is wholly mechanical, thus completely eliminatingthe use of electrical control circuits and rendering the mech- 15 anism farmore dependablefin operation.

A further object is to provide a simple operating lever arranged adjacent the steering wheel and movable to control three simple types of valves' which merely 'operate to connect their associated 20 conduits to the atmosphere to actuate a control mechanism to determine the operation of the shifting mechanism.

A further object is to provide a mechanism of the character referred to wherein two of the valves 25 adjacentthe steering wheel are adapted to be selectivelyopened yto determine the direction oi movement of the gear shifter forwardly and rearwardly with respect to the vehicle, and wherein the third valve is operable for determining the 30 lateral position of the gear shifting element.

A further Objectis to provide novel means for controlling the main valve mechanism to stop the gear: shifting element in neutral position when the controlling lever is moved to a corresponding 35 position.

A further object is to provide novel means for l governing the rate of gear shifting to prevent such operation from taking place too rapidly.

A further object to provide a gear shifting 40 mechanism including a diierential pressure motor having a movable element therein which is vacuum suspended in each of its two limits of movement to permit immediate operation upon the connection of one end of the motor to the atmosphere, and wherein both ends of the motor are open to the atmosphere when the movable member of the motor is in its central position and the gears are inneutral position, to thus permit 50 the gears to remain in such position indeiinitely.

A further object of the invention is to provide a gear shifting mechanisniwhich operates to move the shifting element relatively rapidly out of either of itspositions, but wherein the movement of the shifting element into each of its positions is retarded.

Other objects'and advantages of the invention will become apparent during the course of the Inv the drawings we have shown one embodi- .ment ofthe invention. In this showing- Figure 2 is a fragmentary perspective View of v a portion of a motor vehicle gear set showing the operating and controlling means therefor together withthe piping connections,

Figure 3 is a sectional view taken substantially y on a' plane indicated by the line 34 in yFig- Figure l4 is'an end elevation of the YcontrolA lever andv associated elements, Figure;5 is a detailjsectional view on line 5-5 .4, {I} [ily Figure 6 is a transverse 'sectional view showing thewge'ar rshiftoperating rck. shaft and associ-- ated elements,

Figure 7 is a horizontal sectional view on line 1-1 of Figure 6, l

Figure 8 is a vertical sectional view through the gear :set operated valve, taken substantially on line 8-8 of Figure 2,

Figure 9 is a detail transverse sectional view on line 9-9 of Figure 8,

Figure 10 is a horizontal sectional View on line IU-III of Figure 8,

Figure 11 is a central vertical longitudinal sectional view through the main control valve mechanism,

Figure l2 is a, transverse vertical sectional view Online |2|2 of Figure 11, and,

Figure 13 is an enlarged detail sectionalv view on line I3|3 of Figure 11.

Referring to Figure 1, the numeral I designates a motor vehicle engine having the usual intake manifold and exhaust' manifold I2. The

intake manifold is provided with the usual carbureter I3 having a butterfly control valve I4 mounted on a shaft I operable by an arm I6. Suitable accelerator means is provided for operating the throttle arm I6. Such means includes a rod |1 provided with a return spring I |11, and connected in any suitable manner to a conventional accelerator vpedal (not shown).

The engine is provided with the usual clutch indicated as a whole by the numeral I9 and including the usual clutch plates (not shown) operable by a rock shaft 20. 'I'his shaft is provided with an arm 2| secured thereto, as shown in Figure 1. A clutch' pedal 22 has its lower end freely mounted on the shaft 20 and provided with a lug 23. engageable with the arm 2| to actuate the latter upon depression of the clutch pedal.

A vgear set 24 is mounted rearwardly of the clutch and may be provided with conventional gears (not shown) `shiftable by means of the usual forks 25 and 26 secured to the usual shift rods 21 and 28 respectively. The gear set'in Figure 2 is shown looking angularly toward the forward end of the vehicle, and accordingly the shift rod 21 controls first and reverse gears while the shift rod 28 controls second and high gears. The casing of the transmission is provided with the usual cover 29 having an upwardly project-4 ing portion 30 universally supporting a lever 3|,

corresponding to the lower portion of the usual conventional gear shift lever. It will be apparent that the upper portion of this lever is omitted, but the lever 3| may be provided with a socket 32 in its upper end for the reception of a. rod when it is desired .to operate the transmission conventionally.l The lower end of the lever 3| engages the forks 25 and 26. in the usual manner to effectV a change in forward-driving" ratio vor to place the gear set in reverse gear. l

It will become apparent that the gear shifting mechanism forming the subject matter of the present invention maybe operated with a foot controlled clutch, but it is preferred that it be employed in connection with a power operated clutch control mechanism. Referring to Figure 1, the numeral 33 designates a differential pressure power device including casing sections 34 and 35 having a diaphragm 36 clamped therebetween, and the casing section 35 isvented to the atmosphere as at 31. A rod 36 is connected at its forward end to the diaphragm 36, and has its rear end connected by a cable or similar flexible element 39 to the upper end of the clutch arm 2|. Any suitable form of valve mechanism may be employed for-controlling the power device 33, but it is preferred that the valve mechanism described'and claimed in the patent to Edward G. Hill, No. 1,964,693, grantedJune 26, 1934, be employed. It will become apparent that the gear shifting mechanism to be described is not in any sense dependent for-its operation on the particlular type of control valve .mechanism for the power device 33, since any-control valve mechanism operative for actuating and deactuating the power device 33 may be employed. The valve mechanism is indicated as a whole bythe numeral 40 and is indicated in Figure 1 as being .operable by a stem 4| normally urged vupwardly by a spring 42 and movable downwardly by a cam 43 secured to the throttle shaft I5..

'Ihe valve mechanism 49 is provided with a conduit 44 leading to the iintake manifold I and is provided with a second conduit 45 leading to the casing section 34. When the valve mechanism and its operating elements are in the position shown in Figure 1, the throttle is partially opened and the power device 33 is deenergized, whereby the clutch elements are in operative engagement. Upon the closing of the throttle |4,- the stem 4| is depressed by the cam 43 to connect the casing section 34 to the intake manifold through conduits 44 and 45.

MotionV is transmitted to the shifting lever 3| by means of a shaft 46. This shaft extends transversely of the gear'set and is journaled in bearings 41,carried thereby. An arm 48 is carried by the shaft 46 and terminates in 'a yoke 49 engaging a ball 50 formed in the lever 3|. The shaft 46 is adapted to rock in its bearings, whereby the yoke 49 transmits forward and rearward movement to the lower end of the lever 3| to effect the shifting of the gears, as will be apparent. 'I'he shaft 46 is adapted to slide in its bearings to determine the lateral position of the lower endfof the lever 3|, in the same manner that such lateral movement is effected by a conventional transmission lever in selecting the proper gears. A

The means for effecting lateral movementl of the lower end of the lever 3| by sliding the shaft 46 in its bearings is shown in detail in Figure At the left hand end of the short shaft 5| is arranged in 6 ofthe drawings. shaft 46 a relatively axial alinement therewith and is connected thereto by a suitable swivel 52. This swivel is provided to permit the rocking of the shaft 4s without 'l aososs adjacent end of the shaft 5|. A spring`51 engages thediaphragm 56 ,to urge it toward the left as viewed in Figures 2 and 6, thus biasing the vshift; lever' 3| toward the second and high gear the casing section 53 to a source of vacuuml through the pipe 66 to overcome the tension of the spring 51 and thus slide the shaft 46 and move the lever 3| to the reverse and low gear side of the gear set.

Referring to Figures 1 and 2 the numeral 6| designates a power device operative for rocking the shaft 46. In the present 'instance the power device is illustrated as comprising a cylinder 62 in which a piston 63 is reciprocable. A piston rod 64 is connected at one end to the piston 63 and extends through the adjacent end of the cylinder through a suitable bearing 65 preferably provided with a packing gland. 66. The other end of the rod 64 is pivotally connected as at 61 to one end of an arm 68, and the other end of this arm is splinedv as at 68 to the adjacent end of the shaft 46. Accordingly rocking of the arm 66'is adapted to rock the shaft 46, and at the same time this shaft is slidable through the arm 66 by virtue of the splined connection 68. Obviously the rocking of the arm 66 must be compensated for by movement of the cylinder 62, and for this purpose the' cylinder is provided with pivot means 16 supported with respect to any suitable portion of the vehicle.

Main control valve mechanism indicated as a whole by the numeral 1| is provided for controlling the operaticn of the piston 63 and for controlling the connection of the casing section 53 to the atmosphere or to a source of suction, such as the intake manifold ,The'main con. trol valve mechanism is illustrated in detail in Figures 11, 12 and 13. This mechanism comprises a preferably cast body 12 having two relatively large vertical openings 13 and 14 extending downwardly thereinto adjacent the ends of the casing, and a similar vertical opening 15 is provided substantially centrally of the length of the casing. Each of these vertical openings communicates at its lower end with a longitudinal passage 16 communicating with the atmosphere through any suitable type of air cleaner 11 to minimize the entrance of dust or other foreign material into the valve casing.

The vertical openings 13, 14 and 15 are provided with vvalves respectively indicated as a whole by the numerals 18, 18 and 86. These valves are identical with each other and vonly one need be described in detail. Referring to Figure- 11, it will be noted that each of the valves referred to corn-y prises a lower cylindrical head 6I and an upper similar head 62, and these headsare connected by a stem 63. This stein extends above the head 62 'as indicated by the numeral 64 for a purpose to be described. Each stem 63 is provided with a longitudinal passage 85 (see Figure 13) extending from the upper extremity of the stem portion 64 to a point between the two heads 6| and 82 and communicates with a lateral port 86 communicating with the interior of the vertical opening in which the valve is arranged. A longitudinal passage 81 extends horizontallythrough the casing 12 and affords communication between the openings 13, 14 and 15, and at one end of the valve casing a union 86 is tapped into the passage 61 and is connected to one end of a pipe or conduit 66.

The pipe 88 is connected to one end yof a casing 66 divided by a partition 8| having an opening in the center thereof normally closed by a valve 82 urged toward its seat by a spring 83. The spring surrounds the stem 84 of the valve,

whichoperates in a suitable guide 85. The other` end of the casing 86 is connected to one end of a pipe .86, andthe other end of this pipe is connected by a T 81 to the pipe 4t. It will be apparent that the presence of a partial vacuum in the conduit 88 is dependent upon theA building up in the power device 33 of a suillcient differential pressure to unseat the valve 82 against the tension of the spring 83, and the tension of this spring is such as to prevent the valve 82 from opening until the differential pressure of the power device 33 is suillcient to disengage the clutch.` Accordinaly it will become apparent that the shifting of thegearsis always dependent upon the prior releasing of the clutch elements.

The valve casing 1| is providedin its-"upper end `with circular pockets' or recesses 86, 88 and |66 arranged coaxially with respect to the :valves 1.6, 18 and 66, respectively. To provide for the pockets referred to the top of the valve 'casing 12 is outwardly flanged as at 6|. A flexible sheet |62 is arranged over the.flange |6| and corresponds in shape and size thereto. A cap indicated as a whole by the numeral |63 is arranged over the semble sheet `mi and has an outer aange m corresponding in lshape and size to the exible sheet |62. Screws |65 secure the cap to the valve casing, and these screws lpass through the flanges |6| and |64 to clamp the sheet |62 therebetween.

The cap |63 is provided with circular recesses 4 |66, |61 and |68, corresponding in position to the recesses 88, 88 and |66. The sheet |62 therefore forms three diaphragms |68, ||6 and Vmovable in the pairs of recesses referredto.v These three diaphragms are secured to the valve stems 84 of the respective valves 16, 18 and 86. The pockets |66, |61 and |66 form chambers each of which communicates with the interior ofv a boss ||2 formed integral with the cap |63, and a union ||3 is tapped into eachI boss ||2. Pipes ||4,'||5 and ||6are connected to the unions ||3 tov communicate with the respective chambers |66,l |61 and |68, and these pipes are adapted to be connected Ito the atmosphere in a manner to be described.

Each chamber |66. |61 and |68 is provided with Y an axial extension ||1 in which is arranged the upper end of a spring ||8, the lower end of each of these springs engaging its respective diaphragm to urge the latter downwardly. The passages 65 and 86 normally function to aord limited communication between the vacuum passage 81 and the chambers |66, 61 and |66, and under such conditions, differential pressure is established on opposite sides of the diaphragms |68, ||6 and by means of bleed ports 8 communicating bevalves 16,V 18 and 66 be limited. Referring to` Figure 13, it will be noted that the upper end of each valve passage 65 is provided with a screw |26 having the usual screw driver slot |2| in its upperv endand provided with a restricted axial munication through the passage 85 of each valve, and each screw4 I26 'obviously is replaceable by a tween the atmosphere and the vertical openings passage |22. This passage acts to restrict comthereinto for connection screw having an axial passage of difierent size,

depending upon the sizey found to be desirable.

|24 to secure it in adjusted positions. Thus it will be apparent that the screws |23 are adapted to limit the upward movement of the valves 18, 19 and 80. A The cylindrical openings 13, 14 and 15 are provided with ports |25, |26 and |21 respectively, as shown in Figure 1l, andthese ports are connected respectively to pipes |28, |29 and |30. The means for connecting these pipes to their ports may be of the type illustrated in Figure 12, the valve casing 1| being provided. with internally threaded bosses |3| having unions |32 tapped with the pipes referred to. As is generally well known, it is preferred that the movement of the shifting mechanism into either of its four positions should take place relatively slowly, although movement of the lever 3|- out of any of its positions may take place as rapidly as desired. 'I'he present apparatus contemplates such a mode of operation, and for the purpose of somewhat retarding the shifting movement at the proper time, the effective area oi? the'ports |25 and |26 is preferably limited when the valves 18 and 19 move to their lower positions. 'I'his may be accomplished by providing the bottom of the valve casing 12 with set screws 18 adapted to be locked in selected positions by lock nuts 10'. It will be apparent that when the valves 18 and 19 move upwardly, their respective portsl |25 and |26 are wholly uncovered, but when these valves move downwardly, the ports |25 and |26 are only partially uncovered, and this operation of the valves 18 and 19 is taken advantage of forlimiting the speed of the shifting movement as the shift lever 3| moves into either of its four positio Referring to Figure 2 it will be noted that the cylinder 62 is provided adjacent its ends with pipe connections |33 and |34, connected to the respective pipes |28 and |29 by flexible tubes |35 and |3 6, the obvious purpose 'of these tubes being to permit swinging movement of the cylinder upon rocking movement of the arm 68.

Referring to Figures 2 and 8, the numeral |31 designates the top portion of the transmission housing adjacent the clutch, and this portion of the-housing supports a horizontal slide 38 extending into the transmissionhousing and provided with an opening |39 through which the leverv 3| projects, just below the ball 40. It will be apparent that the opening |39 is of such a length transversely of the slide |38 as to permit lateral movement of thelower end of the shift lever 3| to selectively engage the forks 25 and 26 without transmitting any lateral movement to the slide |38. It willvbe l'apparent that this slide is movable longitudinally however, when the lower end of the shift lever 3| moves forwardly and rearwardly.

'I'he top plate |31, is provided with upstanding flanges |40, and a valve cap |4| is secured against the upper edges of these Lflanges by screws |42. The cap |4| is provided with a pair of transverse passages |43 and |44 extending therethrough, and these passages are provided with downwardly opening ports |45 and |46, as clearly shown in Figure 8. rl"hese ports are shown in broken lines in Figure l0 to indicate their relative positions with respect to a slide valve 41 which governs the opening and closing of the ports. 'Ihe valve |41 is slidable in guides |46 secured against the bottom of the cap |14| as shown in Figure 9. It will be apparent that the valve |41 is somewhat longer than the distance between the remote edges of the ports |45 and |46. 'I'he edges ofthe valve |.41 are tapered as shown in Figure 9, and these tapered edges are engaged .by bearing strips |49 urged inwardly by small springs |50, this actiontending to urge the valve upwardly and it against the lower face of the cap 4|, which constitutes the seat for the valve |41. 'I'his valve is provided substantially centrally thereof with a depending t lug |5| engageable Ain a similarlyshaped opening formed in the slide |38. 'It will be apparent that longitudinal movement of the slide isadapted to transmit similar movement to the valve It will become apparent that the valve |41 i's operative for stopping the shift lever 3| in neutral position, and it is also operative when the motor piston 63 reaches each end of its stroke for stopping the piston and preparing it for movement in the other direction. ThisV action.

is accomplished by controlling the exhausting of air from the diaphragm chambers |06 and |01. Each end of each of the passages |43 and |44 is providedwith a union |52 tapped thereinto. The

unions |52 at one side of the cap |4| Iare conf not be possible, as explained in detail later. Re-

ferring to Figures 6 and 7', it will be noted that the valve mechanism comprises a valve cylind'er |8| Awhich is preferably cast integral with the diaphragm casing 54. 'I'he cylinder |8| has one end closed as at |82, and the latter end of the cylinder overhangs and fits against an extension |83 formed on the diaphragm casing 53.

This extension is prpvided with a port |84 communicating at one end with the interior of the chamber 53 and at its opposite end with a port |85 leading into the adjacent end of the cylinder |8|.

The valve cylinder |8| is provided with pairs ot oppositely arranged bosses |86 and' |81, as shown -in Figure 7. The bosses |86 are provided with ports |88 and |89 respectively, while the bosses |81 are respectively provided with ports |90 and |9I. 'I'he ports |88 and |90 are provided with unions |92 connecting these ports with the respective pipes |53 and |54. Unions |93 are tapped into the ports |89 and |9| to connect these ports respectively 'to pipes |94 and |95 leading to a Vmanually controlled valve mechanism to be de.

scribed. l

The end of the cylinder |8| opposite the closed end |82 is open, as shown in Figure 7. A cylindrical valve |96 is axially slidable in the cylinder |8| and is provided with'a pair of ports |91 in` movement of the valve in such direction is limited by. a set screw 200. It will be apparent that atmospheric pressure is operable against. the left hand end of the valve |96, as viewed in aigure '7, to move this'valvetoward the right wh n a par-` tial vacuum exists in the chamber'20l 'formed between the cylindrical valve |96 and the head Comunication across the ports of the valve |96 is controlled by a slide valve 202, reciprocable within the valve |96. The valve 202 is provided 'with lan annular port 203 normally in registration with the ports |91, and the valve 202 is provided with a second annular port 204 .normally commuicating with the ports |98.` The valve 202 projects beyond the end of the cylinder |8| and is provided with an arm 205 extending downwardly from the valve'202 as shown in Figure 6. The lower end of this armis connected to a stem 206 secured to the end of the shaft to move there--` respect to the transmission.

- A novel manually controlled valve mechanism is provided for controlling communication between the pipes H6, |94 and |95, and the atmosphere. This valve mechanism is preferably located adjacent the steering wheel of the vehicle and may be contained within a suitable housing |55 secured to the steering'column |56 having the usual steering wheel |51 at its upper end; The housing |55 extends laterally from the steering post, as will become apparent, but it is not essential to the present invention that any particular type of housing be employed. Referring to Figures 2, 3 and 4, vthe numeral 201 designates a valve housing having a pair of passages 208 and 209 extending therethrough and connected to the ipective pipes |94. and A|95 by suitable unions with when the shift leverl 3| moves laterally lwith casing 201 remote from the connections of the pipes |94.` and |95, as shown in Figure 3. This valve is splined on a shaft |59, as at |60, and the shaft |59 extends into an opening I6| arranged parallel to the openings 208 and 209. The valve |58 has a straight edge |62, and when the valve is in the vert-ical position shown in Figure 4,.both passages 208 and 209 are closed. The valve is adapted to be rocked in a counter-clockwise direction as viewed in Figure 4 to uncover the port 209 and in a clockwise direction to uncover the port 208. The valve has circumferentially elongated portions |63 each of which functions to maintain one of the -passages closed -while the other is opened upon rotation of the shaft |59. One end of the opening |6| constitutes a passage to which ,Y the pipe ||6 is connected by a union |64. The

.. shaft |59 is provided in its inner end with an axial passage |65 terminating in a transverse opening |66. 'The-valve housing 201 is provided with a transverse opening |61, communicating with the atmosphere as lshwn in Figure 4.v As previously Stated, the shaft |59 is .splined to the valve |58, and the shaft is axially slidable in the opening |6 I,

under conditions to be described, to bring the port |66 into registration with the passage |61.`

This action, therefore, connects the pipe ||6 to theatmosphere. d

A collar |68 is secured to the shaft |59 at a point'spaced from the valve |58 and a light coil spring I69'has one'end seating against the collar..

|68 and its opposite end against the valve` |58 to maintain the latter on its seat regardless oi' the Y longitudinal position of the shaftl59 with respect tothe valve |58. The shaft |59 extends into the A valve |58 seats against the end of the valve power device 33 pressure to effect lower portion 'of a segmental housing |10 having an arcuate upper face |1 I. The arcuate face |11 is provided with relatively long parallel slots |12 and |13 connected centrally of their length by a` transverse slot |14. A small lever |15 has a collar |16 at its lower end secured to the shaft |59 and an operating handle, preferably in the form of a ball |11, is arranged on the upper end of the lever |15. The collar |16 is engageable against the wall ofthe casing remote from the collar |58, to limit the movement of the shaft |59 toward the right as viewed in Figure 3. 1

When the collar 16 is in the position described, the lever substantially contacts with the outer edge of the slot |13, and opposite the transverse slot |14, the slot |13 is preferably provided with slightly extended portions |18 forming a small notch |19 therebetween to assist the operator in locating the neutral position of the lever |15, as will become apparent. The parts of the device shown in Figure 3 are in a position corresponding't'the lposition in which the driver of a vehicle would view them. The lever |15 partakes of movement Acorresponding to theconventional movements 'of a standard gear 4shift lever, and when the lever |15 is in the slot |13, the lever may be moved forwardly to place the gear set in second gear and rearwardly to place it in Vhigh` point of the cam 43 .will be moved away from the upper end of the stem 4 I, and upward movement the pipe 45 lfrom the Vvacuum pipe 44 and connects the pipe 45 to the of this stem disconnects atmosphere. Under such conditions the car may beoperated in the usual'manner and the clutch elements will be -in operative engagement,

, when the mrome is moved to closed position, the

high point or the cam 43 depresses the stem 4| and under such conditions the pipe 45 will be disconnected from the atmosphere and connected to the pipe 44. Thus it will be apparent that the will be connected to the intake manifold and will be energized by diierential clutch disengagement. Upon the building up in valve 92 will be unseated to connect the passage 81 of the valve mechanism 1| to the intake manifold. A

Thus it lwill he appar nt that the operation of the motor 6| is dependent upon the previous disthe power device of suloient. differential pressurel vto disengias'e the clutch, the

engagement ofthe clutch by the power device 33, I

regardless of the operation of the control valves which govern the operation of the motor 6I. In other words, when the vehicle is in normal operation with the clutch engaged, no dierential pressure can be built up in the motor 6| to affect the positions of the gears, and the handle |11 may be moved back and forth between any of its positions without causing any gear shifting operation to take place. This l is important not only as a matter of safety, butit will become apparent that preselection of gears is provided without awaiting the disengagement ofy the clutch'.

' passage A.the spring V` head of theva1ve8|l will be It also will be apparent that any type of valve mechanism 48 may be employed for the clutch' operating power device 33, it merely being .desirable so far as the present L invention is concerned, for the pipe 89 to be connected between the power device 33 and Whatever form of valve mechanism 48 is employed, for the reason stated.

It will become apparent that the present apparatus permits ,thermotor to be stopped with the gears 'in neutral position', thus permitting the vehicle motor to be slot' |13, the sliaft |59 will be in the position shown yin Figure 3 and theair port |51 win be closed.

""Under' such conditions, vthe center diaphragm chamber ||l8 wil1 be disconnected fromv the atmcsphere, and since this chamber communicates with the 'vacuum passage 81 through the valve 85, diierential pressure will be maintained on opposite 'sides of the diaphragm I|| to hold this member vupwardly against the tension of I I8. Under such conditionsthe lower l arrangedabove the port |21,. thus opening this port to theatmosphere through the :passage 15 'I'he pipe 60 isconnected between the'port I 21 and to the atmosphere whereby balanced pressures will exist on opposite sides oi the diaphragm 55. 4Ac- 'pressure present on cordingly the spring 51 will hold the shaft 45 towardthe left as viewed in Figures 2 and 6, and the lever 3| will be retained at the second and high gear side of the gear set. As willi be described in detail later, the valve mechanism under the conditions being considered will itl c- -tion to connect the pipe` |53 to the pipe |94, and pipe |95. It maw,

there is an unim- |01' since these chambers passage 81 through their respective valve passages 85. 'I'he tension or the springs 8 in Athe phragms |89 and H8, thus holding the valves 18 and 18 in'their upper positions to connect the ports |25 and |25 to the atmosphere through passage 16. Since the ports |25 and |25 are connected to opposite ends o1 the cylinder 52, it that the piston 53 will remain will be apparent -in its intermediate position, corresponding to the neutral position of the gears with atmospheric opposite sideso-f the piston.

Assuming that the driver desires to place the gear set in second gear, under which conditions modern motor vehicles can heV readily started in motion under most conditions, it merely is necessary for the operator to push the knob |11 forwnrdly in the slot |13 to the second gear position,

started fat any time withoutdepressing the clutch pedal. Assuming that the `intermediate the length of the -`thus established will b'e cylinder 52,

communicate with the v 4 ation of the gear shifting apparatus is Referring to Figure 4, it will be"apparent that this operation wise direction, connecting the thus opening passage 253 and pipes |53 and I94'to the atmosphere. These'pipes communicate through the gear set valve passage |43 with the pipe ||4 leading to the diaphragm chamber |85, and accordingly this chamber'will be opened to the atmosphere. l y

'I'he spring H8 thus immediately moves the valve 18 to its lower position, as shown in Figure 11, thus disconnecting the port |25' from the atmosphere and connecting it to the passage 31, and since the port I 25 communicates with the rear or lower end of the cylinder 52 through the pipe |28. it will be apparent that diierential pressure will move the piston 53 downwardly and rearwardly. Downward movement of the valve 18 is limited-by its associated screw 1l" to only partially uncover the port |25 for a purpose to rotates the valve |58- in a clock-l be described. It will be recalled that the'ivalve 19 will still be in its upper position whereby the 'port I 25, and consequently the forward end-oi will be connected to the atmos- The action referred to swings the 'arm the cylinder 52, phere. 58 in a clockwise direction as viewed in Figure 2. thus causing the shift lever 3| to be operated to move the shift fork 25 gear set in second gear.

As the shift lever 3| ment is transmitted to 8) thus When the second gear positionffisreached, the valve |41 will uncover the the passage |44 to the atmosphere -through ythe space beneath the cap |4| forwardly oi' the valve 'Ihe opening of the port |46 thereione connects the pipe |I5, and consequently the dlaphragm chamberi, to the atmosphere thus establishing pressure equalization on opposite sides of the diaphragm 8. The associated moves rearwardly, moverearwardly to place the i 30 the slide |38 (see Figure correspondingly moving the valve |41.

port |45 thus opening 1 spring ||8 thereupon moves the valve 19 downwardly into engagement with the upper end of the screw 18', thus partially uncovering the port |25 to connect the vacuum passage 81 to the pipe |29. Air thus will be exhausted from the'upper end of the cylinder 52 and the partial vacuum equal to the partlalva-l cuum already existing in the lower end of the and thus the piston 53 will remain in the vlower end of the cylinder 52, corresponding to the second gear position, since no diierentlal pressure is present in the cylinder to tend to move the piston 53. Y

'i After the operator has operated the accelerator to bring the clutch into engagement and gain the proper vehicle momentum in second gear, the

present apparatus will operate under the control of the operator to shift into high gear. It will be apparent that--preselection of high gear may take place, move the knob |11 to the rear end of the slotl`|13 while the vehicle is in high gear since the operdependent upon the disengagement of the clutch.

Assuming that the knob |11'has been moved tothe high gear position and -the-clutch is disengaged, the piston 53 will move upwardly and torwardly to effect the shift` into high gear. 'I'he movement of the knob |11 referred to causes the valve |58 to close the port 258 and open the port 289 to the atmosphere. Itewill be recalled that when the shift lever 3| reached second gear position, the slide valve |41 uncovered the port |45 it being possible for the operator to -action obviously will not affect the diaphragm chamber |01 since this chamber had been previously connected to the atmosphere through the slide valve port |48.

However, the movement of the knob |11 to high gear position rotates the valve |58 to close the port 208, and thus the diaphragm chamber |08 will be closed to the atmosphere, it being obvious that the slide valve |41 will now be moved toward t-he left from the position shown in Figure 8 to maintain the port |45 closed. Under such conditions, air will beexhausted from the diaphragm chamber |95 through the passage 85 of the valve 18, and atmospheric pressure acting against the bottom of the diaphragm |09 will move the latter upwardly, thus similarly moving the valve 18 to completely open the port |25 to the atmosphere through the passage 18. This action, ofcourse, closes the-port |25 to thefvacuum passage 81, and simultaneously opens the lower 'end of the cylinder 82 to the atmosphere. The upper end of the cylinder 82 will have been previously connected to the intake manifold when the gears reached second gear position, as previously explained, and accordingly atmosphericpressure will act on the lower end of the piston Y81| to move it forwardly and upwardly, thus swinging the arm 88 ina counter-clockwise direction as viewed in Figure 2 and the shift fork 25 will be moved toward high gear position. It should be borne in mind that, whereas the movement of the gears to second gear position caused the slide valve |41 to uncover the port |48, opposite -movement of the valve |41 will take place when the shift is made into high gear, the slide valve being moved-forwardly to open the port to the atmosphere.

From the foregoing it will be apparent thatthe connection between the two ends of the cylinder 82 to the source of partial vacuum takes place .upon the upward movement of the respective diaphragms |09 and H0, and this action, in turn, takes place by closing the respective pipes ||4 and ||5 to the atmosphere, under which 'conditions air will be exhausted from the `space above the diaphragms referred to, by means of the valve passages 85. This feature is of substantial importance from a practical standpoint, since it will be apparent that only two pipes, namely, the

pipes |94 and |95, need extend to the valve housing 201 adjacent the steering wheel to control the y piston 83. In other words, it is unnecessary to use two pipes for each end of the cylinder 82, one

connected to the atmosphere and the other to the` source of vacuum. Thus the installation and operation of the apparatus are greatly simplified. Moreover, it will be lapparent that the vacuum suspension of the piston 83 in either of its end positions permits extremely rapid operation since it is merely necessary to admit atmospheric pressure into one end of the cylinder 82 to effect movement of the piston 53.

From the foregoing it will be apparent that the operatorl may shift between second and high j gearsl merely by leaving the knob |11 in its biased positiontowar-d the right side of the segmentall housing |10 and moving the knob |11 back and forth between second and high gear positions. One of thel features of the present apparatus lies in the provision of novel means whereby thev shift lever 3|1 may be moved to neutral position and permitted to remain indefinitely in neutral position. The placing of the gears in.high.gear

4position has been described in detail, and assuming that the driver now desires to stop the vehicle with the gears in neutral position, it merely is necessary for the operator to move the knob |11 to an intermediate position with the arm |15 arranged in the notch |19. Neutral posltionmay be preselected while the vehicle engine is still operating to propel the vehicle, and when the accelerator is released to eect declutching, it will be apparent that the valves 92 (see Figurel) will be unseated to connect the passage 81 of the rmain valve mechanism'to the source of partial lvacuum. Assuming that the knob |11 is moved to neutral position it will be apparent that both of the ports 208 and 209 will be closed to the atmosphere'. As previously explained, the slide valve |41 will have uncovered the port |45 when high gear was reached, thus equalizing the pressure on opposite sides of the diaphragm |09 to permit the associated spring ||8 to move the valve 18 downwardly and thus connect the lower -end of the cylinder 82 to the intake m nifold.

Thus the piston 83 will have been 'vacu suspended in its upper or high gear position. The vacuum in the upper end of the cylinder 82 will have been maintained by virtue of the fact that the port 209 was opened to the atmosphere when the knob |11 was placed in high gear position, thus maintaining the diaphragm chamber |01 open to the atmosphere to retain the valve 19 in its upper position.

When the knob |11 has been moved to the `neutral position both the ports 208 and 209 will be closed to the atmosphere, thus closing communication between the diaphragm chamber |01 and the atmosphere, whereupon the valve 19 will move upwardly by the exhausting of the air from the chamber |01 through the associated valve passage 85. The port |26 thus will be openedto the atmosphere to admit atmospheric pressure into the upper end of the cylinder 82. Since the slide valve |41 still will be in its forward position uncovering the port |45, atmospheric pressure will remain in the diaphragm chamber |08 to hold the. valve 18`in its lower position to malntain 'a partial vacuum inthe lower end of the cylinder 82.

Under such conditions, the admission of atmospheric pressure into the upper end of the cylinder 82 will cause the piston 89 to be moved Adownwardly to shift the gear set out of high gear position and this movementV is accompanied by the transmission of corresponding movement to the slide valve |41. The movement of the shift lever 3|, however, will be arrested when i neutral position isreached since the slide valve |41 will move rearwardly until it reaches the position shown in Figure 8, whereupon the port |45 will be closedto disconnect -the diaphragm chamber |06 -from the atmosphere. Air will be exhausted from this chamber through the associated valve passage 85 whereupon the valve 18 will move upwardly to connect the port |25 to the atmosphere and establish atmospheric pressure in the lower end of the cylinder 82. Since atmospheric pressure will have been admitted into the upper end of the cylinder 82 to start the piston 88 in its downward movement,- itwlll be apparent that atmospheric pressure will be present in both ends of the'cylinder 82 when neutral positionis reached, and thus the gears can remain indefinitely in neutral.

It will be apparent that so long'as the gear s et remains in neutral position both of the slide valve ports 45 and |48 will be closed to the atmosphere, and so long as the knob I 11 remains in the position shown in Figure 4, both of the ports 2,08 and 209 will be similarly closed to the atmosphere. Thus a partial vacuum will be maintained indefinitely in the chambers |06 and |01 to hold the valves 18 and 19 in their upper positions to connectl both ends of the cylinder 62 to the atmosphere. The means for maintaining the gear set in neutral position constitutes one of the most important features of the present inthe shaft 46 toward the left as viewed in Figure 6.

Similarly, the shift 4knob 11 is'bia'sedA toward the second and high gear position by means of the spring |69. Assuming that the gears are in neutral position and the operator desires to place the gear set in low gear, he will move the knob |11 toward the left as viewed in Figure 3, thus sliding the shaft |59in a similar direction. 'I'his operation moves the port |66 into registration with the atmospheric port |61, thus connecting the center diaphragm chamber |08 to the-atmosphere through the pipe ||6. The differential pressure which normally holds the diaphragm I I| in its upper position will thus be'destroyed and the associated spring ||8 will move the vaive 60 i downwardly to disconnect the port I 21 from lthe atmosphere and connect it to the vacuum passage Y 01, asshown in Figure 1l. Since the vport |21 is connectedfto the`pipe 60, leading to the dia-1 slot |13 the lower end of phra'gm casing53, it will be apparent that `this casing will be connected to the sourceof partial vacuum, thus establishing a pressure differential 'on opposite sides' of the diaphragm 56. Thusthe tension of the ispring 51 will be overcome and the diaphragm56 will move the shaft 46 toward the right as viewed in Figures 2 and 6 to bring the lower end of theA shift lever 3| into l operative engagement with the shift fork 25, By holding the knob |11 in the position previously described, this knob may be moved rearwardly to place the gear set in low gear position, in which case the motor 6| will operate in exactly the same manner as when the knob |11 was placedin high gear position. Similarly, the knob |11 may be moved ,forwardly in the slot |12 to place the transmission in reverse gear, the operation of' the motor 6| being the same as when the knob I 11 is placed,in second gear position. In other words, the motor 6| is controlled byforward and rearward movement of the knob |11 in exactly the same manner/ regardless. of whether this knob is f being operated at the right or left hand side of the segmental housing |10, the only diiferencebeing that when the arm |15 is operating in the y thelever 3| will actuate the shift fork 26 toshift between second and high gear positions, whereas the movement of the arm |15 in the slot |12 causes the motor 6i to transmit movement to the shift fork to shift between rst, and reverse gears, the changeover tothe shift fork 25 being accomplished by operationl of the diaphragm 56 to overcome the biasing spring 51. Since the .operation of the motor 6| is identical in either case, its operation need not be repeated in connection with the shifting of the gears between hrst and reverse gears.

. will be closed and the As previously stated, the present apparatus is i fully operative for permitting the preselection of gears without awaiting the disengagement of Athe clutch. 'Ihe parts of the apparatus whose operation has beendescribed are operative for moving the gear set to any position from any other position provided the clutch has been disengaged, and such parts are operative for permitting preselection provided the knob |11 is moved from an extreme forward position to an extreme rearward position. For` example, preselection may take place between second and high gears in the manner described, or it may take place between first and second gears. In the latter case, the knob |11 will be moved from the rear end of the slot 12 to the center thereof, and then laterally through the slot |14 and forwardly to the end of the slot |13. In the latter case, the motorl 6| will operate in exactly the same manner as if the knob |11 had been shifted from high to second gear position except that the lower end of the shift' lever 3| will cross over from engagement with the shift fork 25 into en- -gagementwith the shift fork 26 when neutral position is reached. This, of course, is due to the fact that movement ofthe knob '|11 toward the right as viewed in Figure 3 will have restored phragm III. This actionl will cause the valve 80 to move upwardly to connect the port |21 to the atmosphere, thusv llikewise connecting the diaphragm housing 53 (see Figure 6) to the at- Ythe normal position of the shaft |59 to disconnect mosphere to restore the normal operation of the biasing spring 51.

The parts of the apparatus whose operation has been described will not function in themselves to provide 'preselection between low andhigh gears, and for this reason the valve mechanism illustrated in Figures 6 and 7 has been provided. It will become apparent that this valve mechanism is without function when the knob 11 is moved between second and highy gears, or when it is moved `between rst and reverse gears. However, if a driver places the gear set in low lgear and thenpreselectshigh gear with the idea of eliminating the operation in second gear, or if the driver is temporarily picking up in reverse and intends to start forwardly in second gear and preselects such gear, the valve mechanism referred to functions to permit preselectior to take place.

Assuming that the position-and the high gear, he will rear end ofthe slot |12, through the cross-over slot |1I, and then rearwardly in the' slot |13. 'I'he valve |58 will occupy exactly the same position in the preselected position of the knob I 11, and thus it will be apparent that the port 208 port 209 will be opened. Thus the diaphragm chamber |01 will be open to the atmosphere in the manner previously described. At the same time,l since the gear set will have been in low gear position, the slide valve |41 will be in its forward position with the port |45 open to the atmosphere. Thus the diaphragm chamber |06 also will be open to the atmosphere, as previously described. Since the vehicle is traveling in low gear, the shaft 46 will be moved to the right of the position shown in Figures Zand 6 with the shift gear set is in low gear operator desires to preselect lever 3| in enmove the knob |11 from the v trolled by the axial movement oi the shaft 48.

' With this shaft in the position just described,

the valve 282gfwill'be moved to the right `of its l position shown in Figure 7. However, the ports 203 and 204 will remain in registration' with their associated Aports |91 and ,|98 since the vacuumin' the chamber 53 will have aisoacted on the valve |88 to move it to itsl right hand position. 'Ihemovement of the arm |15 will have closed the atmospheric'port i 81 however, thus reestablishing vacuum in the chamber |08 to move the valve 80 upwardly. Thus port |21 `will open to admit-air into the diaphragm chamber 53 and release the, valve |98 for movement toward the left. Ther gear set being inV low gear position, however,athe.valvev 202 will not move, hence the ports 288 and 204 will be disconnected from the ports |81 and |88. Thus it will be apparent that the pipes |54 and |95 will be disconnected by movement of the' port 204 out of registration with the port |88.

The auxiliary valve referred to, however, does not affect the functioning of the slide valve |41, .and as previouslystated, this valve will be in the low gear position with the port |45 connected Vto the atmosphere thus admitting atmospheric pressure into the diaphragm chamber |08. Thus when the accelerator isreleased, the valve 18 will be in its lower position to aiford communication between the vacuum passage' 81 and the lower end of the cylinder 82 through the port |25. Since the diaphragm chamber |01 will have been disconnected from the atmosphere by the auxiliary valve-shown in Figure '1, diiferential pressure will exist on opposite sides of the diaphragm ||0 to hold the valve 1 9 in its upper position to connect the upper end of the' cylinder 82 to the atmosphere. Thus promptly upon the releasing ofthe accelerator pedal the piston 83 will move downwardly until neutral position --is reached at which'point the slide valve |41 will have been moved rearwardly to close thel port |45 to the atmosphere and thus establish differential pressure o n opposite sides of the diav p hragm |09 to move it' upwardlyv and thus cause the valve 18 to disconnect the lower end of the f cylinder 82 from the source of partial vacuum.

' .The piston 88' will thereupon promptly stop.

VSince the'handle |11 will have been moved to the high gear side of the housing |10, the ports |88 and |81 will be disconnected from each other as shown in Figure 3, thus maintaining the center diaphragm chamberrl08 disconnectedfrom the atmosphere and maintaining a partial vacuum above the diaphragm Iii. Accordingly the valve 80 will be in its upper position uncovering the port |21 to the atmosphere and similarly maintaining the diphragm casing 53 open to the atmosphere. The biasing spring 51 is constantly operating tending to move the shaft 48 toward the left, andwhen the piston 83 reaches theintermediate position referred to, the spring 51 will promptly shift the shaft 48 toward the left as viewed in Figure 6. l.

The movement of the shaft 48 transmits movenient to the valve 282 to shift it back `to the position shown in Figure 'I with the ports 283 'and 204 in registration with their respective ports |91 and |98, thus restoring the controlling Vof the diaphragm les and lle to the slide va1ve |41and rotary'valve |58. Sincethe slide 4valve 75g |41 will have 'been placed in the neutral position shown in 8 when the piston 88 reached itshave been restored to their normal positions as shown in Figure '1. The shift lever 3| having been moved rearwardly to neutral position and then transversely into engagement with the shift fork 28 by the action of the .biasing spring 51, the gear set is ready for movement into high gear. The connection of the diaphragm chamber |01 to the atmosphere permits the associated spring ||8 to move the valve 19 downwardly to connect the upper end of the cylinder 82I to the source of-partial vacuum through the port |28, and accordingly the upper end of the cylinder `82 will be connected to the source of vvacuum and differential pressure will effect upward moveslot `|12. This operation, .when the. main valve mechanism is connected to the source of vacuum upon the releasing of the accelerator' pedal, results in connectingthe diaphragm vhousing 53, see Figure 6, tothe source of partial vacuumin the manner previously described, namely, by

axially shifting the shaft |59.to register the ports l |884 and |81 to thus exhaust air from the center diaphragm chamber |08 and yrelease the valve 80 for downward movement. vThe chamber 20| (see Figures 6 and 7) communicates with the interior low gear while the l of the vacuum casing 53, and the vacuum thus established in this casing causes the generation of a differential pressure at the end ofthe sleeve valve |98 to move this valve to the right as Viewed in Figure '1 and thus disconnect the ports |91 and |98 from the respective ports 203 and 204. Thus the auxiliary valve mechanism renders the' valve |58 inoperative as in the previously described case.-

Since the gear set will be operating in high gear, the port |45 is open to the atmosphere to` permit the valve 18 to remain in its lower position while the operation of the auxiliary valve disconnects the diaphragm chamber |01 from theV atmosphere;y thus permitting dierential pressure to hold the valve 19 in its upper position. Thus the upper end of the cylinder 82 willbe connected to the atmosphere and the lower end of the cylinder will be connected to the source'of vacuum. The piston 83 will thus move to its y manner previously stated, and when the neutral position of the piston 83 is reached, the differential pressure existingl on opposite sides of the diaphragm 58 will'promptly move the latter toward the right, thus slidingthe shaft 48 to its low gear position at the same time sliding .neutral position at which point the slide valve the valve 202 to the right to again register the vports |91 and |98 with the ports 203 and 204.

The auxiliary valve thus becomes again inoperative and since the valve |50 will be in its low gear position with theport 209 open to the at- The operation of preselecting second gear while the transmission is in reverse is identical with the preselection of high gear when the transmission is operating in `low gear, the auxiliary valve functioning to render the valve |58 inoperative until thepiston 63 is moved to the intermediate position and the crossover to the `second and high gear side has taken place. The preselection of reverse gear when the transmission is in second gear is identical with the preselection of low gear when the transmission is in high gear. The lateral movement of the knob |11 operates to establish diierential pressure to move the sleeve valve |96 to the right and thus render the valve |58 inoperative until the neutral Vposition is reached, as previously stated.

From the foregoing it will be apparent that the present invention provides for shifting from any gear position into any other gear position merely by the movement of the knob |11 and any desired preselection may take place. As previously stated, only one pipe is extended to the valve housing 201 to control each end of the cylinder 02, and it similarly will be apparent that only one pipe IIB. is necessary for controlling the lateral position of the shift lever 3|. In actual practice,

the three pipes I6, |94 and |95 may be enclosed within the steering column and are thus com-v pletely hidden from view. Only one valve is necessary for controlling the ports 208 and 209 andl only one control knob |11 is necessary for operating the valve 58 and for controlling the valve ports |66 and |61.

A further important feature of the apparatus lies in the fact that the entire actuation and controlling of the apparatus takes place without the use of electrical circuits of any kind, and particular attention is invited to the fact that the vehicle may be stopped with the transmission in neutral, thus eliminating the necessity for having to hold the clutch pedal depressed when starting the vehicle. As previously stated, the transmission will remain in neutral position indefinitely when the arm |15 is in engagement with the notch |19.

Particular attention is invited to the function of the screws 18'. As is generally well known, a

gear shift lever may be moved as rapidly as desired out of any gear position, but should be retarded somewhat when partaking of its last movement into any gear position,- and this is particularly true with modern transmissions employing synchronizing clutches. The valves 10 and 19 are movable upwardly to completely uncover the ports |25 and |26, but the downward movement of the valves is limited by the adjustable screws 18' to only partially uncover the ports |25 and |26. The piston 63 of the actuating motor 6| stops in either of its extreme limits of movement with vacuum present on both sides of the piston and initial movement of the piston' is effected by connecting one end of the cylinder 62 to the a,oso,sasl

atmosphere. What maybe termedthe "storage of vacuum in' the end of the cylinder which is kept closed to the atmosphere provides for relatively rapid initial movement of the piston 63, but continued movement of, this piston completely into any gear position depends upon the maintenance of 'vacuum in the end of the cylinder referred to. The limiting of the opening movement of the ports 25 and |26 restricts communication between the ends of the cylinder 62 and the intake manifold and thus acts to limit the speed with which the piston 63 approaches either limit of movement.

More eilicient shifting is thus accomplished with a minimum amount loi' strain and wear on the transmission.

It is to be understood that the form of the invention herewith shown and described is to be taken as a preferred example of the same and that various changes in the shape, size and ar rangement of parts may be resorted to without departing from thevspirit of the invention or the Scope of the subjoinedclaims.

We claim:

1. In combination with a motor vehicle including a clutch and a transmission provided with shifting means, a gear shifting assembly comprising power means operative for moving said shifting means selectively to a plurality of operative positions, control mechanism including a plurality of control devices for rendering said power means operative, fluid pressure means for selectively actuating said control devices, and means operative upon disengagement of the clutch for rendering said control mechanism operative.

2. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising power means operative for moving said shifting means selectively to a plurality of operative positions, control mechanism including a plurality of control devices for rendering said power means operative, and uid pressure means for selectively actuating said control devices.

3. A gear shifting mechanism for a motor vehicle having artransmission provided with shifting means, comprising diierential pressure power means for moving said shifting means, control Valve mechanism including a plurality of control valves for establishing pressure dlierentials in said power means for moving said shifting means selectively to a plurality of operative positions, and selectively operable iluid pressure means for actuating said control valves.

4. A gear shifting mechanism for a motor vehicle having a transmission providedvwith shifting means, comprising power means operative for moving said shifting means selectively to a plurality of operative positions, control mechanism including a plurality of controll devices for rendering said power means operative, iluid pressure means for separately actuating said control devices, and remote manual control'means for selectively determining the energization of said iiuid pressure means.

5. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising diiierential pressure powfor'said control elements.

control valves, and remote manual control means for selectively determining the energization of said iluid pressure means.

6., A gear shifting mechanism for a motor vehicle having a transmission provided with shifttions, said control mechanism including a pluj rality of movable control elements, and selectively operable uid pressure operated actuating means 7. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising power means formoving said shifting means, control mechanism for energizing said power means to move saidshifting means selectively to a plurality of operative positions, said control mechanism including a plurality of movable control elements, means biasing each of said control elements in one direction, a differential pressure operated device for each control element including a pressure chamber, and means for controlling the pressure in each cf said chambers for vovercoming said `b iasing means.

v8. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising differential pressure power means for moving s aid shifting means, control valve mechanism for establishing differential pressure in said power means to move said shifting means selectively to a plurality of operative positions, said control valve mechanism including a plurality of control valves, and uid pressure means independent of said power means for selectively controlling the operation oi 'said valves.

9. .A-gear shifting mechanism for a motorvehicle Vhaving a transmission provided with'shifting means, comprising diiferential pressure power means for moving said shiftingmeans, control valve mechanism for establishing differential pressure in said power means to move said shiftling means selectively to a plurality of operative positions, said control valve mechanism including a. plurality of control valves each movable to two operative positions, means biasing' each of said valves tol one of its positions, a fluid pressure device for operating each of said valves. including a pressure chamber, and remote control means for changing the pressure in each of said chambers -to overcome the biasing means for each valve t'o move the latter to its other position.

. 10. A gear shifting lmechanism for a motor vehicle having a transmission provided with shifting means, lcomprising power means operative for moving said shifting means selectively to -a plurality of operative positions, control mechanism for said power means, fluid pressure means for actuating said control mechanism, and means subject to manual control vand operative in conjunction with said control mechanism for stopping said power means with said shiftingl means in neutral position, said last named means being connected for movement with said transmission and rendered operative when the latter reachesl neutral position.

1l. A gear shifting mechanism vfor a motor vehicle having a transmission provided with shiftv ing means, comprising differential pressure power means for moving said shifting means, control valve mechanism for establishing 'pressure dif- 'Aferentials inl said power means for moving said shifting means selectively to a plurality of operative positions, fluid pressure means for actuating said control valve mechanism, and fluid-pressure 4means subject to manual control andoperative in conjunction with said'control valve mechanism for stopping said power means vwith said shifting meansin neutral position.

12. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising power means operative for moving said shifting means selectively to a plurality of operative positions, control mechanism forsaid power means, fluid pressure means for actuating said control mechanism, remote control means for said fluid. pressure means, and

means subject tofcontrol by ,said remote control means and operative in commotion with said control mechanism for stopping said power means with said shifting means in neutral position; said means for fmoving said shifting means, control valve mechanism for establishing pressure differentials in said power means for moving said shifting means selectively to a plurality of operative positions, fluid pressure means for actuating said `control valve mechanism, remote control means for said fluid pressure means, and fluid pressure means subject to control by said remote control means and operative in conjunction with said control valve mechanism for stopping said power means vwith said shiftingmeans in neutral position.

14. A gear shifting mechanism for 4a motor vehicle having a transmission provided with shifting means, comprising power means for movingv said shifting means, control mechanism for energizing said power means to move said shifting means selectively to a yplurality of operative posivehicle having a transmission provided with shifting means, comprising power means for v moving said shifting means, control mechanism for energizing said power means to move said shifting means selectively to a plurality of operative positions, said control mechanism including a plurality of movable control elements, means biasing each of said control elements in one direction, a diiferential pressure operating device for each control 'element including a pressure chamber, means for controlling the pressure in each of said chambers for overcoming said biasing means, and iiuid pressure means subject to manual control and operative in conjunction with said control mechanism for stopping said power means' with said shifting means in neutral position. f

16. A gear shifting mechanism for a motor vehicle having a transmission provided with shift-- ing means, comprising/power means for moving said shifting meanacontrol mechanism for yenergizing said power means to move saidshifting lfor .rendering said control mechanism for stopping said power means when said shifting means reaches neutral position.

17. A lgear shifting mechanism for a motor vehicle -having a transmission provided with shifting means, comprising differential pressure power means for moving said shifting means, control valve mechanism for establishing differential pressure in said power means to move said shifting means selectively to a plurality of operative positions, said control valve mechanism including a plurality of control valves, fluid pressure means for operating said control valves, a transmission controlled valve, and means for rendering'said last named valve operative for actuating said control valves for stopping said power means when said shifting means reaches neutral position.

18. A gear shifting mechanism for a motor vehicle having an intake manifoldand a transmission provided with shifting means, comprising differential pressure power means for moving said shifting means, control valve mechanism for determining the connection of said power means with the atmosphere and the intake manifold to determine thevmovement of said shifting means selectively into a plurality of operative positions, said control valve mechanism including a pair of valves each movable between two operative positions and biased to one of such positions, ailuid pressure device for operating each valve and including a fluid chamber, said control valve mechanism being provided with a'. port affording limited communication between each chamber and the intake manifold to tend to establish va ,pressure diiferentialin each fluid pressure device to move each valve to its other position, and means for opening each chamber` to the atmosphere toestablish pressure equalization in each iluid pressure device and thus release each valve for movement to its biased position.

19. Apparatus constructed in accordance with claim 18 wherein the means for opening each chamber to the atmosphere comprisesl a pipe communicating at one end with each chamber, and valve means for selectively opening the other ends of said pipes to the atmosphere.

20. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting -means, comprising a differential Apressurepower device including a member movable by lclifferential pressure on opposite sides thereof and connectedv to said shifting means, means for effectinga reduction in pressure at yone side of movable member to move the latter and thereby move said shifting means to one of its operative positions, means for effecting an identical reduction in pressure at the other side of said movable,

member when said shifting means reaches such operative position, and means for establishing Y atmospheric pressure at said rst named side of said movable member to move the latter and thereby move said shifting means out of such operative position. y

21. A gear shiftingfmechanism for a motor vehicle having-a transmission provided with shifting means, comprising a differential .pressure power deviceincluding a member movable by Iecting, a reduction in pressure ,movable to a second operative .differential pressure on opposite sides thereof and connected to said shifting means, means for efat one side of movable member to move'the latter and thereby move said shifting means to one of its operative positions, means for effecting an identical reduction in pressure at the other side of said movable member when said shifting means reaches such operative position-means for es-v tablishing, atmospheric pressure at said first named side of said movable member to move the latter and thereby move said shifting means 'to another operative position, and means operative when said shifting means reaches neutral positionior establishing atmospheric pressure in said second named side of said movable member to stop the latter and thereby stop said shifting means in neutral position.

22. Apparatus constructed in accordance with i' claim 21 wherein said last named means comprises a manually operable valve, and a valve operable by said shifting means when the latter reaches neutral position.

23. A gear shifting mechanism for a motorv vehicle having a transmission provided with shifting means, comprising 'a differential prsure power device including a member movable by differential pressure on opposite sides thereof and connected to valve mechanism for eiifecting a reduction in pressure at one side of said movable memberl to said shifting means,` control 4 move the latter and thereby move said shifting means to one of-its operative positions, and a valve operable in accordance with the movement of said shifting means for rendering said valve mechanism operative for eiecting anidentical reduction in pressure' at the other side of said movable member when said shifting means reaches said operative position, said control valve mechanism being operative when said shifting means is in such operative position for establishing atmospheric pressure at said first named side of said movable member to move the latter and thereby move said shifting means to another operative position.

24.Apparatus constructed in accordance with claim 23 provided with means for rendering said valve operative when said shifting means reaches neutral position. for establishing atmospheric pressure at said second named side of said movable member to stop the `latter and thereby stop said shifting means in neutral position. 25. A gear shifting mechanism for a motor vehicle having an engine provided with an intake manifold and a transmission provided with shifting means, comprising a diierential pressure power device including a member movable by differential pressure on opposite sides thereof and shifting means, a pair f valves movable to an operative position for connecting one end of'said power device! to the intake manifold and maintaining such connection, to thereby eii'ect movementl of. said shifting means to one oi' its operative positions and retain it in suchV position, each valve being position for con-- necting one end of said power device to the atmosphere, means operative after one valve has been moved to its first named operative position and said shifting -means has been moved to one of its operative positions, for moving the other valve to its first named operative position to connect the other side ot said 4 intake manifold, means for moving said first named valve to itssecond power device to the operative positionf for aoaoss and the ends of said power device through said valves.

2?..A gear shiftingimechanism for a motor vehicle having a transmission provided with shiftf -ing means, comprising a differential pressure power device connected to the shifting means, a valve mechanism having a vacuum passage,- an atmospheric passage, and a pair of ports re spectively communicating with opposite ends oi said power device, apair oiv valves in said valve mechanism, each movable between a first posi- 20 tion connecting saidv vacuum passagey to one of l said ports and a second position connecting said atmospheric passage with one of said ports, means biasing each valve to one of its positions, a fiuid l pressure device for operating each'valve including a pair oi chambers having 'a pressure respon.-

sive member therein connected to the valve, o ne chamber of each iluid pressure device being connected to the atmosphere, and manually controlled means for determining the iniluencing of the other chamber of each iiuid pressure device 'by differential iluid pressure Ior'moving eitherA or both of said valves to their other position.

28. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising a dierential pressure power device connected to the shifting means,'.a valve mechanism -having a vacuum passage, an atmospheric passage, and a pair oi ports respectively communicating with opposite ends oi.' said 4Q power device, a pair of valves in said valve mechnism, each movable between arst positionconnecting said vacuum passage to one of said ports and a second 'position' connecting said atmospheric passage with one of said ports, means biasing each valve to one of its positions, a uid preso sure devicefor operating each valve including a pair of chambers having a pressure responsive member therein connected to the valve, one chamber .oieach uid pressure device being conl nected to the atmosphere, each valve having a restricted passagel -communicating between a source of partial vacuum and the other chamber of each fluid pressure device, a pipe connected at one end to each of saidother chambers, and a 5 valve meansJor controlling communication between the atmosphere and the other end of each Pipe- 29. A gear sluiting mechanism for a'motor vehicle having a transmission provided withshiiting means, comprising a diirei'ential pressure power device connected ,to the shifting means,

a valve mechanism having a vacuum passage, an atmospheric passage, and a pair of ports respectively communicatingV with opposite, ends of said 55 power device, a pair oi valves in'said valve mchanism each including a stem and a pair of Vspaced heads carried thereby, eachvalve having means' biasing it to a position affordingV communication between said vacuum' passage and one of said ports, 'each valve being movable to'a second position connecting one of said-ports Vto said atmosp heric passage, said vacuum passage being in constant communication with the space between .said heads, a fluid pressure device `for each valve including a pair oi chambers, having a pressure responsive member therein connected to the valve, one chamber oi' each,| fluid pressure device being connected "to atmosphere, said valve mechanism havingfa 4vacuum passage aiording -restricted communication between each other 5 chamber and a source of partial vacuum, and means for controlling communication between` the atmosphere and said other chamber of each' fluid pressure device. t

30. A gear shifting mechanism for a motor ve- .10

-hicle 'having a transmission provided with shifting means, comprising a differential pressure power device connected' to the shifting means, a valve mechanism having a vacuum passage,

- an atmospheric passage, and a pair oi.' ports re- 15 spectivelyA communicating with opposite ends oi said power device, a pair of valves-in said valve mechanism `each including a stem and a pair oi' spaced heads carried thereby, each valve having means biasing it to 'a position aiIording communi- 20 cation between said vacuum passage and-.one oi said ports, each valve being movable to a secondr position connecting one of' said ports tosaid atmospheric passage.v said vacuum passage vbeing in constant communication with' the space ile-25 tween said heads, a iiuid pressure device for each valve including a pair oi chambers having apressure responsive' member therein connected to the.

valve.' one chamber .of each iluid pressure device being connected to the atmosphere, said valve 30 mechanism having a vacuum passage' communicating'at one end with a source of partial vacuum and 'at the other end with each other chamber, anda removable member arranged in each of said last named vacuum es and provided with 35 a restricted passage therethrough, and valve means for controlling -communication between the atmosphere and said other chamberoi each iluid pressure device.

31. In combination with a motor vehicle hav- 40 ing jan H-type transmission, a gear shifting assembly comprising power means tor effectingv movement of the trn elements from low gear position to high gear position. a plurality or control Imeans for said power means, pneu- .45 matic actuating means for each control means, and a manual selector for said pneumatic actuating means. 'l I 32. A gear shifting mechanism for amotor ve" hicie having a ton provided with shift- 50 ing means, comprisinga power device having movable means connected to said shifting means, a pair ot control devices each normally biased to an operativepositiontending to actuate said movable means to'move said shitting means to 55' shifting means,comprising.a diierential preI ure power device having a pressure mvable'me lber therein connected'to said s ting means, a pair f of valves each normally bi d' to an operative o5 position connecting one end o! said power device to a'source oi differential pressure, and meansl for overcoming the normal bias of either of said valves tomove itto a second position connecting one end of said power device to the atmosphere. 70

34. A gear "shifting mechanism for ya. motor vehicle having a traon provided with shifting means, comprising afditlerential pressure power device having a pressure movable member.

` therein connected to said means, a pair 75 of valves each normally biased to an operative position connecting one end of said powerI device to a source of diilerential pressure, means for overcoming the normal bias of either of said valves to move it to a second position connecting one end of said power device to the atmosphere, to actuate said movable member and move said shifting means to one position, and means operative when said shifting means reaches such position for releasing said last named valve.

35. VA gear shifting mechanism for a v motor vehicle having a transmission provided with shifting means, comprising a differential pressure power device having a pressure movable member therein connected to said shifting means, a pair of valves each normally biased to an operative power device for position connecting one end oi said power `device to a source of differential pressure, means for overcoming the normal bias oi either ofvsaid valves to move it to a second position connecting one end of said power device-.to the atmosphere to actuate said movable member and move said shifting means to one position, and a valve movable in accordance with the transmission of movement to said shifting means and operative when the latter reaches said position for releasing said last named valv 36. A gear shifting mechanism for a m'otor vehicle having la transmission provided with sluiting means, comprising a diierential pressure power device having` a pressure movable member therein connected to said shifting means, a pair of valves each normally. biased to an operative position connecting one end of said power device to a source of diierential pressure, control means operative for overcoming the normal bias of both of said valves to hold them in a second position connecting .both ends of said power 'device to the atmosphere when said shifting means is in neutral position,- said control means being operable for releasing one of said valves to its biased position to move said shifting means to one position, land means automatically operative when said shifting means reaches such position for releasing the other valve.

37. A gear shifting vehicle having a 'transmission provided with shifting means, comprising a diiferential pressure Amoving said shifting means, control valve mechanism for said power device including a plurality oi control valves each movable to two positions, means biasing each valve pressure device to oneoi its positions connecting one end oi said power device to a source oi' differential pressure, a iiuid pressure device for moving each of said valves to a second position'connecting one end to the power device to the atmosphere, each fluid including a chamber, said valve mechanism havinga lrestricted passage connect- Pipe connected ing each chamber to a source o! differential pressure to tend overcome said biasing means, a at one end to each chamber, Vand a manually `operable valve for selectively connecting saidchambers to the atmosphere.

38. A gear shifting mechanism for a motor provided with shifting means, comprising a differential pressure powerdevice for moving said Shifting means,

control valve mechanism for said power device including a plurality or control valves each movable to two positions, means biasing each valve to one of its positions connecting one end of said vPower device to a source oidiiierential pressure.

mechanism for a motor a uid pressure device for moving each of said valves to a second position connecting one end of the power device to the atmosphere, eachiiuid pressure device including a chamber, said valve ing said chambers to the atmosphere, and auto-.

matic valve means operable in accordance with the movement of said shifting means for connecting one of said pipes to the atmosphere after the other of said pipes has been connected to the atmosphere by the movement of said manually operable valve and said shifting means has reached one of its positions. n

39. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means, comprising power means connected to said shifting means, a plurality of control devices for said power means, each movable to two l operative positions, means biasing each control device to cne'of its operative positions, and means for selectively overcoming the biasing means of either control device to move it to its other position.. g

40. A gear shifting mechanism for a motor vehicle having a transmission provided with shiftingL means, comprising power means connected to vsaid shifting means, a plurality *of control devices for said power means, means biasing each control device to one position, a huid pressure operated device for moving each control device to a second operative position against said biasing means, each fluid pressure device including a pressure chamber, a conduit affording restricted communication between each chamber and a source of differential pressure, and meansfor controlling communication between said chambers and the atmosphere.

41. A gear shifting mechanismLfor a motor vehicle having a transmission provided with shifting means, comprising power means connected to said shifting means, a plurality of control devices for said power means, means biasing each control device to one' position, a fluid pressure operated device for moving each control device to a second operative position against said biasing means, each fluid pressuredevice including a pressure chamber, a conduit ailording restricted communication between each chamber and a source of differential pressure, and a valve for selectively opening said chambers tothe atmosphere.

`42. A gear shifting mechanism for a motor vehicle having a transmission provided with shifting means,'comprising power means connected to said shiftingmeans, a plurality of. control devices for said power means, means biasing each control device to` one position, a iluid pressure operated device for moving each control device to a second operative position against said biasing means, each iiuid pressuredevice including a pressure chamber, a conduit affording restricted communi-i cation between each chamber and a source of differential pressure, a valve' for selectively opening said chambers to the atmosphere, and means movable with the gear shift when `the latter reaches a gear position for opening to the atmosphere one of said chambers which has been previously closed to the atmosphere by said valve.

EDWARD G. HILL. HENRY W. HEY.

DISCLAI-MEIR 2,030,838.-Edward G. Hill and Henry W. Hey, Richmond, Va. `GEAR SHIFTING MECHANISM FOR `MOTOR VEHICLES. Patent dated February 11, 1936. Disclaimer filed MarchV 17, 1939, by the assignee, Automatic Shifters, Ine.

Hereby enters this disclaimerto claims 1, 2, 3, 4, 5, 6, 8, and 39 in said specification. I

[O fcial Gazette April 18, 1.939.] 

